Propelling mechanism for vehicles



April 3,1928. 1,664,516

PERILL! PROPELLING MECHANISM FOR VEHICLES Original Filed Sept. 15. 1923 4 Sheets-Sheet 1 April 3, 1928. 1,664,570,.

' L. PERlLLl PROPELLING MECHANISM FOR VEHICLES Original Filed Sepb. 15, 1925 4 Shets-Sheec 2- Lo z z/s 1%;0530

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1,664,570 L. PERILLI PROPELLING MECHANISM FOR VEHICLES April 3, 1928.

Griginal Filed Sept. 15. 192; 4 Sheets-Sheet 3 3144) I am JO Zozgw 1 0303 Q0,

6 Flow c up April 3, 1928.

L. PERILLI PROPELLING MECHANISM FOR VEHICLES Griginal Filed Sept. 15. 1923 4 Sheets-Shae} 4 gwwmtoz Lagp's P0iZi, 5g Q5511, b44 04;

Patented Apr, 3, 1928.

LOUIS PERILLI, OF PORTSMOUTH, NEW HAMQESHIRE.

PROPELLING MECHANISM FOR VEHICLES.

Application filed September 15, 1923, Serial No. {562,850. Renewed July 26, 1827.

This invention relates to motor vehicles, and more particularly to a substitute for the usual wheels for supporting and propelling the vehicle;

The specific wheel substitute which this invention provides is in the nature of stoppers comprising legs and feet, and associated with mechanism foroperating the same in such manner to produce a walking movement closely simulating that of living animals,

Among the objects of the invention are to provide improved means for steering a motor vehicle equipped with such stepping mechanism; to construct a stepper operating mechanism so designed as to compensate for the rising and falling motion due to the swinging movement of the legs about their pivots, and to maintain the vehicle frame substantially at a constant level as it is propelled; to provide improved means for transmitting power from the motor to the stoppers, such means including a live axle and differential; and to devise an improved construction of foot, and method of connecting the same to the leg, whereby said foot cushioned and also will readily adapt itself to the irregularities of the surface over which the machine is traveling.

With the above and other objects in View, the invention consists in the construction and arrangement of parts hereinafter described and claimed, and illustrated, by way of example, in the accompanying drawings, in VVhlCll-I Figure l is a partial plan view of a motor vehicle chassis equipped with my improved supporting and propelling mechanism;

Figure 2 is a sectional elevation of the complete vehicle chassis along the line 2-2 of Figure 1;

Figure 3 is rear elevation of my improved front axle and associated parts. the transmission shaft and the stepper houslngs being shown in section, but the stepper mechanism being omitted for the sake of clearness;

Figure 4 is a vertical section through one of the swivel joints at the end. of the axle shown in Figure 3, looking outwardly toward the stepper housing, the stepper drivlug mechanisn'i lacing shown in dotted lines;

F gu e 5 a ction l plan ew on he lin .55 o Figure 4, part being omit ed;

Figure .6 is a sectional plan view on the line 6-6 of Figure 4, parts being omitted;

igure 7 is a s de eleva ion 11 n e larged scale of one complete et of stoppers an the operating mech ni mtherefor, the housing and shafts being hown in sectio Figure 8 is a side elevation of one of the pairs. of cams shown in Figure 7;

Figure 9 is a vertical sectional view on an enlarged scale of the lower end of one of the stepper legs showing th f ot cons u tion;

Figure 10, is a fragmentary section on the line 1010 of Figures 7 and :8, looking in the direction of the arrows, parts being omitted for the sake of clearness;

Figure 11 is an enlarged fragmentary detail of part of the mechanism shown in Figure 7 and Figure 12 is a diagram illustrating the movements of one elementof the stepper mechanism.

Referring to the drawings in detail, the motor vehicle comprises the usual chassis, having the side frames 1 connected by suitable cross bars 1*. This chassis is supported in any desired manner on springs 52 carried by a rear axle 3 and a front axle 5. Mount ed on the rear axle are wheels 4 of any desired construction, or, in some cases, the rear end of the chassis may he supported upon sled runners.

The front axle, in my improved construction, comprises a hollow fixed housing 5, within which is journaled alive axle 5. This live axle is formed in two sections with differential mechanism interposed between them, such mechanism being enclosed within a) differential housing 6. Extending rear wardly from the differential housing 6 is the transmission shaft housing 7 with-in which turns a transmission shaft 7 .(see Figure 3). At its rear end this shaft is connected by means of a universal joint 8 with a short shaft 9 journaled in bearings 10 carried by a cross bar 10 of the chassis frame, and to the rear of the short shaft 9 is rigidly secured a sprocket wheel 11 A sprocket chain 12 engages this wheel 11, and also passes around a sprocket Wheel 13,

secured to the end of a shaft 14 protruding 7 Works between the forks of a yoke rigidly secured to the end of the axle housing 5.

Passing through this yoke is a vertical spindle or pivot pin 21, and on this spindle are journaled a pair. of bevel pinions 22 meshing with the gear 19 at opposite sides thereof.

Also pivoted upon the pin orspindle 21 at a point between the arms of the yoke 20 and outside of the pinions 22, are lugs or hinge members25 projecting from strengthening ribs or fins 25* formed on the side wall of a frame or housing 25, in which the stepper mechanism hereinafter described is located.

Journaled in bearings housing or frame 25, is a stub shaft 24 (see Figure 7), on one end of which is rigidly secured a bevelled gear 23 similar to the gear 19 and meshing with the two bevelled pinions 22. On the other end of the stub shaft. 24 which projects into the housing 25 is mounted a sprocket wheel 26 which furnishes the power for driving the stepper mechanism. It will thus be seen that by virtue of the construction just described, the frame or housing 25 can swing about the pin or spindle21 as a center without in any way interfering with the continuous transmission of power from the live axle 5 to the sprocket' wheel 26. i

"It will be understood that a. housing 25, sprocket wheel 26, and associated mechanism is provided at both ends of the front axle housing 5, as clearly shown in Figure 1, so that a set of steppers and operating mechanism therefor is symmetrically disposed at each side of the vehicle.

, Referringnow more'particularly to Figures 4 to 8', it will be seen that in addition to the stub shaft 24, there are journaled in each housing 25, a crank shaft 27 and a cam shaft 28. On these two shafts are. rigidly mounted sprocket wheels 29 and 30, of identically the same number of teeth, and around the three sprockets 26, 29 and 30, extends a chain 31, by means of which said shafts are geared together, and the shafts 27 and 28 driven in synchronism.

Also extending between the opposite walls of the housing 25 is a fixed rod or shaft 32. On this rodis pivotallymounted one end of a series of three similar arms'or levers 33. and to the free ends of each of these levers. is pivotally secured, as at 34,

24, carried by this Pivotally connected to each leg 35, at a point38, a considerable distance below the pivot 34, is one end of a link 37, the other end of which is journaled upon a crank 27 carried by the shaft 27. By reference to the drawings it will be understood that the three cranks are set 120 degrees apart, so

that the three legs 35 are operated in sequence.

Also pivoted on the rod 32. and arranged one adjacent each lever arm 33, are a series of lifter arms 39 carrying at their freeends rollers 40. Similar rollers 41 are journaled in the arms 33 at a point directly below the rollers 40. I V i By reference to FigureY, it will be seen that the rollers 40 and 41 are disposed on opposite sides of the cam shaft 28,and secured to this cam shaft are a series of pairs of cams with which the rollers engage. .Each pair comprises a large cam 45 which I will call the hold-down cam, and a smaller cam 46 which I will call the lifter cam. From an inspection of Figure 10, it will be seen that the rollers 40 and 41 are not in the same plane, but are slightly offset relative to each other, the roller 41 engaging the periphery of the cam 45, and the roller 40 engaging the periphery of the cam 46.

Each cam 45 is'keyed to the shaft 28, as indicated at 45 in Figure 10., and each cam 46 is loose on said shaft, but is rigidly and adj ustably secured to the corresponding cam 45-by means of bolts 47 passing through the two cams and working in arcuate slots 48 formed in the. cam 46. Thus the two cams are forced to rotatetogether, but their angular'relative position may be slightly varied as required, by loosening the bolts 47, shifting the ca-m'46 to the necessary extent, and then tightening up the bolts again.

Each lifter arm 39 is connected with its corresponding arm 33, by means of a link rod 42, the lower end of which is bent at right angles and pivoted to the arm 33, and the upper end of which passes loosely through a boss 39 formed in the arm 39, and a helical spring 43 is interposed between said boss and a nut 44 which works upon the threaded end 42 of the rod 42. This spring 43 provides a yielding connection be tween the arms 39 and 33, so that any slight irregularity inthe contour or setting of the cams will be taken care of and will not tend to over-strain or damage the mechanism. as might be the case if the rollers 40 and 41 were maintained rigidly at a fixed distance apart. 1

Figure 6 shows how the three pairs of cams are mounted upon the cam shaft 28,

the respective pairs being angularly di placed around the shaft in :a manner oorrespending to the disposit on of the cranks :27 ar nd the crank shaft 27;, that s to say, 1-20 degrees apart.

By reference to Figure 8, it will be seen that ea h f the hold-down arns is of elongated form and comprises two high portions a and (Z, the portion a being of somewhat longer radius than the portion Z. Intermediate the points a and d on one side is the extreme low point I) of the cam, while the opposite side of the cam is cut to a smooth curve 0, the middle pointot which is at a considerably less radial distance from the shaft than the high points and d. The purpose of this will appear from the following description of the operation.

Power transmitted from the motor through the differential and live axle to the sprocket wheels 26 is in turn imparted to .the shafts 27 and 28 by means of the chain .3 and these shafts are aused to revolve in unison. Figure 7 shows the position of the parts justafter the high point of the cam 45 has passed the roller 41 of the stepper unit next to the observer, the direction of rotation oi. the shafts being as indicated by the arrow. At this moment the leg of this stepper unit is extended forwardly as shown, with the foot nesting upon the ground, and is about to make its backward or working stroke. The leg is, of course, pulled backward by the crank 27 acting through the link .37, and as it moves I931 wardly, it oat course swings about the piv- 0t 34.

- Were the curve a e (Z in Figure 8 a true are of a cir le w th the shaft 128 as a c nter, it is obvious that as the cam l5 evolves in a counter clockwise direction from the position shown in Figure I, the roller 41, and consequently the pivot point 34, would lie-maintained at a constant distance from the shaft 28, or, in other words, would be held stationary, and in this event an up and down :m tion would be imparted to the vehicle tmme by reason of the arcuate swinging movementof the leg 35 about the pivot 34. It is for the purpose of avoiding this up and down movement that the curve a c d is flattened as shown in Figure :8, the extent to which this curve varies from a true circular are being so proportioned as to com.- pensate for the arcuate movement of the foot of the stepper. In other words, as the stepper moves rearwardly, impelled the crank shaft, the arm 33 is permitted by the cam 45 to rise just sufficiently to maintain the shaft 48 and the vehicle frame at a con stant level and to prevent any up and down movement thereof.

Or, considering the matter fr m a different view point, reterenoe is had to Figure 12. Assuming that the vehicle is supported so that th opper feet are oi the g ound, then, hen th moqhanism sho n. Figur 7 operates, each stepper unit will more somewhat in the manner shown indotted lines in Figure 12. The full lines inthis figure correspond with the position of the parts as shown in Figure 7. As the mechanism operates, the arm 83 will swing from full lines to dotted line position. Ylhe point .34 will describe an are as shown, while the pivot point 3.8 will move in some such irregular path as indicated by the dotted curve 20. The essential thing, however, is that the foot of the stepper will move in some such path as indicated by the dotted curve or y a, and it will be particularly noted that the portion 00 y of this path, which corresponds to the working stroke of the stepper foot, is substantially a straight horizontal line, instead of an are.

From the above it will he understood that each stepper unit '35 moves from the position shown in full lines in Figure 12 backward to the point 3 pulling the vehicle forward in a straight line. At the point 9 the stopper foot is lifted the litter can; 46 oplerating upon the roller $0 and arm 39, and

is returned through the air to the starting point, describing some such curve as in sated at z, the exact shape of this curve being more or less immaterial, and being determined by the profile of the portion a b (Z of the cam 45, as well as the contour of the cam 46. In other words, the lifter cam and arm serve to maintain the roller 41 in contact with the periphery of the cam 45 at all times, t e cam los -Wing du ing the working stroke to hold down the stopper foot upon the ground and to sustain the weight of the vehicle, and the low point thereof on the side 1) serving to det rmine the height to which the foot is lifted by the lifter can 46 during the idle or return stroke of the stepper.

,It will also be understood that in each three unit stepper as shown in Figure'r', one leg engages the ground at the forward end of the stroke as another leg is about to leave the ground at the rear end of its stroke, and while a third leg is suspend-ed midnir in the act of making its return stroke, Thus the weight of the vehicle is sustained by one of the three legs at all times, and, since as hown above. the lower end of h leg toot moves in a straight line during its working stroke, the vehicle is smoothly propelled forward without any appreciable rising and falling movement.

In order to enable the operator to steer the vehicle, the stepper housings or frames 2.5 are pivotal'ly connected by means lot a rod 49, as clearly shown in Figure 1, and are al o nec ed y means of a l k 50 with the usual steering g ar 51, such a is comm n y e ploy d in motor v hi les oi hard surface.

the wheeled type. By means of this steering gear andthe connections described, the housings 25 maybe swung about the pivots or spindles 21'so as to guide the machine to the right or to the left, as may be desired.

' r A secondary, but important feature ofthe invention resides in the construction of the stepper foot itself. It is desirable that this foot should be so constructed as to adapt it- 'selfto *anyagle which the surface over foot by means ofa spring 57 enclosed within the hollow portion of the leg and interposed betweeen afixed'partition or wallet), and

flange '55 formed in the inside of the portion of the socket member. In order to limit the outward movement of the lootand prevent separation of the parts, I connect the foot to the partition 56 by means of a chain 58 or other flexible connection. By virtue of'tliis construction, it will be seen that the foot is free to partake of a universal pivotal movement relative to the leg and can thus adjust itself to whatever angle the surface over which it is traveling maypresent. At the same time the leg is yieldably supported on the foot so as to form a cushion to prevent jolts and jars when traveling over a v If desired rubber pads may be used on the feet, or, when the machine'is employed for traveling over ice or the, like,

the feet may be provided with sharp points or calks. 7

It will be observed that theconstruction is such that two of the steppers of each group will be in'supporting position at the start andfinish of each step, thus insuring a broad support forthe vehicle. 7 I

WVhatI claim is:

1. The combination with a vehicle, of means for propellingthe same, comprising a group of three steppers ateach sideof the vehicle, means foroscillating the same, and means for so shifting each stepper as, it oscillates that the end thereof'maintains a substantially constant distance from the vehicle f'ame during the working stroke,

'said means being constructed so to hold two of each groupof steppers in contact with the ground at the start and finish of each step.

2. The combinationwith a vehicle, of

means for propelling the same, comprising a group of three steppers at each side of the ma tra for oscillating said steppers about such pivots, and means, operating as the steppers oscillate, for vertically shifting said supports said means being constructed so as to hold two of'each group of steppers in contact with the ground at the start and finish'of each step.

3. The combination with a vehicle, of means for propelling the same, comprising a group of three steppers at each side of the vehicle, movable supports to which the upper ends of saidsteppers are pivoted, means for oscillating said steppers about such pivots, and means, operating as the steppers oscillate, for vertically shifting said supports to such an extent as to cause thelower end' of the steppers to move in a substantially straight horizontal line, said means being constructed so as'to' hold two of each group of steppers in contact with the ground at the start and finish of each step.

e. The combination with a vehicle, of means for-propelling the same and sustainingoneend thereof comprising a plurality of steppers, movable'supports to which the upper ends'of said steppers arepivotally connected, means for oscillating said steppers on their pivots, and cam means for shifting said supports up and down as the steppers are oscillated, said cam means en1- bodying for each stepper a hold-down cam, a lifter-cam, a lifter arm having a roller working on saidlifter cam, and spring devices for coupling said lifter arm to its companion support.

5. The combination with a vehicle, of means for propelling the same and sustaining one end thereof comprising a plurality of steppers, pivoted arms to which the upper ends ofsaid steppers are connected, a.

cam shaft,aplurality of citrus onsaid shaft against which cams ,said arms hear so as to support the weight of the vehicle, cam-actuated lifter; means resiliently" connected to each of 'saidarms, and means for oscillating said steppers and simultaneously operating said camshaft. I I I 6. The combination with a vehicle, of means for supporting and propelling the same comprising a plurality of steppers, pivoted arms to which said steppers are connected, a cam shaft, a hold-down cam and a lifting cam on said cam shaft for each stepper, said pairs of cams being operatively associated with each arm, the cams of each pair being differently shaped and relatively adjustable, and means for oscillating said steppers and simultaneously rotating said cam shaft.

7 The combination with a vehicle, of means for supporting and propelling the same comprising a plurality of pivoted steppers, means for oscillating said steppers, and

cam means for raising and lowering the steppers as they are oscillated, said cam means comprising a pair of relatively adjustable cams for each stepper.

8. In a motor vehicle, a frame mounted on a vertical pivot at each side of one end thereof, a set of steppers carried by each frame for propelling and supporting the vehicle, means for driving said steppers, and means for turning said frames about their pivots to steer the vehicle.

9. In a motor vehicle, a frame mounted on a vertical pivot at each side of one end thereof, a set of steppers carried by each frame for propelling and supporting the vehicle, and operating mechanism for the steppers also carried by each frame, said mechanism comprising a crank shaft, a cam shaft, and means for rotating said shafts.

10. In a motor vehicle, an axle structure comprising a housing and a live axle within the same, a frame having a pivotal connection with each end of the axle housing, a set of steppers and operating mechanism therefor mounted in each frame, and means for driving the said operating mechanism from said live axle through said pivotal connections.

11. In a motor vehicle, having a fixed axle, a frame or housing mounted at each end thereof on vertical pivots, steppers carried by each frame or housing for supporting and propelling the vehicle, means for driving said steppers, a link connecting said frames or housings for causing them to swing together on their pivots, and means for turn ing said frames or housings on such pivots for steering the vehicle.

In testimony whereof I aflix my signature.

LOUIS PERILLI. 

